System and method for tour planning

ABSTRACT

A method for tour planning. The method comprising: creating a first schematic, wherein the first schematic comprises at least a first lane between a first accent point and a second accent point; creating a tour as an instance of the first schematic, wherein the tour comprises at least a first segment corresponding to the first lane of the first schematic; and assigning a load to the first segment of the tour.

RELATED APPLICATIONS

This patent application is related to a series of other patentapplications simultaneously filed with the present application on Nov.20, 2003. Those other patent applications include U.S. patentapplication Ser. No. entitled “SYSTEM AND METHOD FOR TOUR OPTIMIZATION”and U.S. patent application Ser. No. entitled “SYSTEM AND METHOD FORCREATING TOUR SCHEMATICS.” This patent application and the noted otherpatent applications have common inventors and are assigned to a commonentity.

TECHNICAL FIELD

The invention relates to the field of carrier delivery services, andmore particularly, to a system and method for creating tour schematicsby utilizing historical or forecast loads.

BACKGROUND

Producers of goods rely on internal truck fleets and contracted commoncarriers to carry goods from starting points to destinations. Forexample, a producer of consumer goods may need to have a load of goodstransported from its place of manufacture in the country to adistribution warehouse in a city. In order to reduce transportationcosts, producers may rely on internal fleets of vehicles or may contractcommon carriers to carry the goods on a dedicated tour or a shuttle. Adedicated tour is typically a long haul route comprising a set travelplan of segments between points, where the entire tour is assigned tothe producer at a fixed cost. For example, a tour may comprise a routefor carrying goods between the points of Memphis, Nashville, Louisville,Nashville, and returning to Louisville. Segments along this exemplarytour include, for example, Memphis-Nashville, Nashville-Louisville,Louisville-Nashville, and Nashville-Memphis.

To reduce inefficiencies, a planner with the producer schedules loads tobe placed on a segment of a tour. For example, a planner may see that aload must move between Smyma, located just outside of Nashville, toLouisville. If the dates, times, and other criteria are appropriate, theplanner may place this load on the Nashville-Louisville segment of thetour.

In addition to placing loads on dedicated tours, a planner may placeloads on a common carrier that has not been contracted to provide adedicated tour to the producer. For example, a load traveling outside ofa normal delivery segment may be placed with a common carrier becausethere are no tours that cover the load's segment. Or, a planner mayplace a load on a common carrier because the common carrier is cheaperthan using a segment of a tour. In another example, the planner mayplace a load on a common carrier because there are no segments ofdedicated tours available or that are capable of meeting the loads timerequirements.

Complicating matters further for the planners is a third option;producers often have short haul shuttle routes available. A short haulshuttle route, or “shuttle,” is like a tour, but is only between twopoints, where the two points are within a days drive of each other. In ashort haul shuttle route, the driver will travel from point A to point Band return from point B to point A on the same day. A shuttle driver mayhandle more than one load during a day. Planners may elect to place aload on a short haul shuttle route.

An overarching concern for planners is to get all loads to theirintended destination in a timely fashion at a minimal cost.

One can see the complexities of creating tours, scheduling tours, andplacing loads on tours while trying to maintain an efficient system.Systems exist for assisting planners in managing planning, but thesesystems are woefully inadequate. For example, a Red Prairie System willattempt to find the cheapest rate to place a load on a common carrier,but Red Prairie does not factor in possible cost savings associated withusing a dedicated tour or a short haul shuttle route. In addition, RedPrairie does not automatically place loads on any type of transportationsystem. Red Prairie performs no analysis of past transportation patternsand does not recommend tours to create.

Nistevo is another system designed to help transportation planners.Nistevo assists planners in creating tours and placing loads on tours.Unfortunately, Nistevo does not do any of these functions automatically.Nistevo merely permits planners to manually create tours and manuallyplace loads on tours. With the daunting challenge of maximizingefficiencies systems where producers may have, for example, 1000 loads aday to transport and over 700 dedicated tours, a better system isneeded.

The present invention is directed to overcoming one or more of the aboveproblems and achieving one or more of the above stated goals.

SUMMARY OF THE INVENTION

A method consistent with the present invention includes: creating afirst schematic, wherein the first schematic comprises at least a firstlane between a first accent point and a second accent point; creating atour as an instance of the first schematic, wherein the tour comprisesat least a first segment corresponding to the first lane of the firstschematic; and assigning a load to the first segment of the tour.

A system consistent with the present invention includes: a memory; and amicroprocessor coupled to the memory. The microprocessor is programmedto: create a first schematic, wherein the first schematic comprises atleast a first lane between a first accent point and a second accentpoint; create tour as an instance of the first schematic, wherein thetour comprises at least a first segment corresponding to the first laneof the first schematic; and assign a load to the first segment of thetour.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this specification, illustrate a system consistent with theinvention and, together with the description, serve to explain theprinciples of the invention.

FIG. 1 is an illustration of a schematic and tour generated by a systemconsistent with the present invention in its operating environment.

FIG. 2 is a flowchart of an automatic tour building system consistentwith the present invention.

FIG. 3 is a flowchart of a schematic creation process consistent withthe present invention.

FIG. 4 is a flowchart of a tour creation and editing process consistentwith the present invention.

FIG. 5 is a flowchart of a tour optimization process consistent with thepresent invention.

FIG. 6 is a flowchart of a load evaluation process consistent with thepresent invention.

FIG. 7 is a flowchart of a segment evaluation process consistent withthe present invention.

FIG. 8 is a flowchart of an autoassign process consistent with thepresent invention.

FIG. 9 is a chart of a user interface for use with the tour optimizationand planning system consistent with the present invention.

FIG. 10 is a user interface screen of an overview page consistent withthe present invention.

FIG. 11 is a user interface screen of an accent point management screenconsistent with the present invention.

FIG. 12 is a user interface screen of a schematic view screen consistentwith the present invention.

FIG. 13 is a user interface screen of a schematic workbench screenconsistent with the present invention.

FIG. 14 is a user interface screen of a tour view and maintenance pageconsistent with the present invention.

FIG. 15 is a user interface screen of a tour view and maintenance pageillustrating filter features consistent with the present invention.

FIG. 16 is a user interface screen of a tour view and maintenance pageillustrating customization features consistent with the presentinvention.

FIG. 17 is a user interface screen of a tour workbench page illustratingcustomization features consistent with the present invention.

FIG. 18 is a user interface screen of a dashboard page consistent withthe present invention.

FIG. 19 is a user interface screen of an alerts page consistent with thepresent invention.

FIG. 20 is a block diagram of a tour optimization and planning system2000 consistent with the present invention.

DETAILED DESCRIPTION

Reference will now be made in detail to the present exemplaryembodiments consistent with the invention, examples of which areillustrated in the accompanying drawings. Wherever possible, the samereference numbers will be used throughout the drawings to refer to thesame or like parts.

The following definitions will facilitate understanding of thisspecification:

A “Load” is a set of goods that are required to be shipped from anorigination to a destination.

An “Accent Point” is a location or region on a map, for example definedby a zip code, which is commonly an origination or destination location.

A “Lane” is a route of travel on a map from a first accent point to asecond accent point.

A “Schematic” is a template for a typical delivery route that comprisesone or more lanes. Schematics are generally defined by their accentpoints that define the point to point travel within the schematic.Schematics may have the same starting and ending accent point.

A “Tour” is an instance of a schematic that has been generated to denotea route that an actual delivery vehicle will take. Tours, unlikeschematics, contain a start date, an end date, and may have a driverassigned.

A “Segment” is a route of travel from a load's origination location to aload's destination location on a tour. A segment may correspond to alane if the segment's origination and destination locations correspondto a lane's respective accent points.

A “Shuttle” is a tour between only two accent points, usuallyrepresenting the same location. Generally, the accent points may be lessthan a day's drive from each other or in the case of same location mayrepresent one day's worth of drive time. In a typical shuttle, a drivermay drive from the first accent point to a number of intermediate pointsreturning to the second accent point at the end of the day.

Systems and methods consistent with the present invention may providethe following functionality: tour analysis; schematic optimization; andautomatic tour building. In tour analysis, recent load history may beanalyzed based on data saved in data sources. The tour analyzer maycreate optimal profitable routes using recent load history. It comparesthe dedicated cost of an optimal tour (the cost to place the loads ondedicated carriers) against the common carrier cost of the load assignedto the tour (the cost to place the loads on common carriers). Byanalyzing these optimal tours, reports may be generated notingopportunities to reduce costs by generating schematics for dedicatedtours where costs savings would be achieved by placing loads on thededicated tours instead of on common carriers. Savings may be forecastinto the future based on the optimized tour's load data.

Where the tour analyzer notes an opportunity for savings, the schematicoptimizer may utilize the same data sources to recommend and generateschematics. The schematic optimizer may identify potential lanes basedon optimized tours using load history data and generate a potential,optimized schematic of lanes. The potential, optimized schematic may bechecked for legality based on a set of business rules (to be discussedlater). If the potential, optimized schematic meets the business rules,the potential, optimized schematic may be offered to a traffic plannerfor implementation.

A major portion of the tour optimization and planning system consistentwith the present invention is the automatic tour builder. The automatictour builder may take a schematic, create a tour as an instance of theschematic, and populate the tour with one or more loads. Loads may bepopulated on the tour in order to optimize a tour characteristic, forexample cost savings.

FIG. 1 is an illustration of a schematic and tour generated by theautomatic tour building system consistent with the present invention inits operating environment. In order to better illustrate the operationof the present invention, FIG. 1 illustrates a schematic 130 and a tour110. The schematic 130, as previously defined, is a template comprisinga list of accent points defining a set of lanes that define a tour.Schematic 130, for example, is defined by a series of accent points 120a-f. Schematic 130 may have been manually created, automatically createdby, for example, the schematic optimizer, or may be created based on acombination of automatic and manual operations. The accent points 120a-f may be defined by a general geographic area, for example Memphis 120a, or by a zip code. The accent points 120 a-f may be determined basedon a weighting of clustered loads delivered or originated from aroundthat map location. Accent points may be manually created based on atraffic planners input or may be created automatically as the systems ofthe present invention monitor a threshold level of origination ordestination traffic located about a point.

While in an exemplary embodiment of the present invention zip codes maybe used to define accent points 120 a-f, to facilitate this discussioncity names will be used. Schematic 130 comprises the list of thefollowing accent points: Memphis 120 a, Nashville 120 b, Louisville 120c, Lexington 120 d, Bleakly 120 e, Farmdale 120 f, and returning toMemphis 120 a. Lanes within schematic 130 include, for example, Memphisto Nashville, Nashville to Louisville, and Louisville to Lexington.

Because schematics are designed as templates, they generally do notinclude specific start dates, end dates, driver, or carrier information.Once load information is generated, a traffic planner or the automatedtour building system may generate one or more tours based on theschematic. Tour 110 is an instance of schematic 130. In another words,tour 110 is generated using schematic 130 as a template. Tour 110 mayhave a designated start date, end date, driver, and carrier. Tour 110may be populated with one or more loads, where each load has anorigination and a destination location. For example tour 110 may bepopulated with the following load list: Load Identifier OriginationDestination 101 West Memphis 135 Smyrna 140 102 Lousville 145 Lexington150 103 Lexington 150 Charleston 155 104 Charleston 155 Farmdale 160

Notice that the origination and destination locations may not, andlikely will not, exactly correspond to each accent point. The automaticload builder places loads to optimize cost savings and loads will notnecessarily always correspond to an accent point. In addition, someamount of “deadhead” may occur where loads are not available for placingonto a tour, resulting in some segments of a tour being empty. Inaddition, as will be seen, loads may not become available until thestart of a tour with further loads being placed onto a tour as the loadsare placed into the system. Loads may be moved around tours until theloads are locked. A load is locked when it may not be moved or removedfrom a tour to which it is assigned. Loads may be locked, for example,by the traffic planner, by the system, or when the load is picked up.

The automatic tour builder of the present invention may be run on aperiodic basis, for example once a day or twice a day, with loads beingshuffled onto and off of a tour's load list each time the tour builderis run. Or, the automatic tour builder may be running continuously,whereby any time there is a triggering event, for example a new loadplaced into the system, the automatic tour builder is run and loads arerescheduled onto tours. This latter system continuously monitors loadsand tours, working to optimize tours on a continuous basis.

FIG. 2 is a flowchart of the automatic tour building system consistentwith the present invention. At stage 210, schematics may be created. Aspreviously mentioned, schematics may be automatically created by theschematic optimizer at a previous stage or schematics may be created atstage 210 by facilities of the automatic tour building system. At stage220, one or more tours may be created or edited based on the schematics.Tours may be manually created or automatically created. At stage 230,tour optimization may be performed. Tour optimization places one or moreloads on a tour or a shuttle.

FIG. 3 is a flowchart of a schematic creation process consistent withthe present invention. At stage 305, the user, for example a trafficplanner, may select whether she wants a manual or automatic creation ofa schematic. If manual, at stage 310, the user selects a beginningaccent point. The accent point may be manually entered by the user orselected from a list of accent point already in the system. The user mayelect at any point in time in the schematic creation process to create anew accent point, typically defined by a zip code. In addition, thesystem may automatically create accent points based on clusteredlocations of a threshold level of origination or destination activity.

At stage 315, the user may select an ending accent point, typically thesame accent point as the beginning accent point. At stage 320, the usermay select intermediate accent points. Break points, points in theaccent point list where the driver must take a break, may also beinserted into the schematic at stage 320. At stage 330, the schematicmay be named and saved. Prior to saving, the schematic may be checkedagainst a set of business rules to insure compliance. Business rules maycomprise, for example, rules regarding: the length of time or distancethat a driver can stop without a break; a maximum or minimum set ofmiles for a schematic; or any other rule that a traffic planner may wantto impose on a schematic.

Should the user elect an automatic creation of a schematic at stage 305,at stage 335 the system may analyze past load and tour history todetermine possible optimized schematics. This is similar to the analysisthat would occur in the previously described schematic optimizationprocess. Past loads may be analyzed based on dedicated and commoncarrier rates, with schematics generating a threshold level of savingsbeing proposed by the system. At stage 340, the analyzer may alsoexamine forecast loads in order to propose optimized schematics.Forecast loads may be loads forecast by a traffic planner or by thesystem based on load history.

At stage 345, schematics may be created based on past or forecast loads.Like the manual process, the automated process may create accent pointsas required by the system based on clusters of origination anddestination locations. Because this is an automated system, at stage 350the proposed schematics are checked against the set of business rules.Should they pass the business rules, the schematics are proposed to theuser for naming and saving.

FIG. 4 is a flowchart of a tour creation and editing process consistentwith the present invention. At stage 405, the user selects whether tocreate a new tour or to edit an existing tour. If the user wants tocreate a new tour, at stage 405, the user selects a schematic. The usermay enter the schematic name or be presented with a list of schematics.The list of schematics may be filtered by any characteristics that theuser selects, for example, schematics may be displayed that only containcertain selected accent points.

Once the user selects a schematic, at stage 410, the user enters a startdate for the tour at stage 410. At stage 415, the user selects thenumber of tours to create having that start date. For example, a usermay select to create a number of tours having the same start date for aheavily trafficked route. At stage 420, the user may select the numberof cycles of the tour to create. The user may want to cycle a tour anumber of times. For example, a user may elect to cycle a given one weektour for the next quarter or 13 weeks or 13 cycles. At stage 425, theuser may, now or at a later point in time, populate the tour withselected drivers and fleets. At stage 430, the user may save thepopulated tour.

The user, at stage 405, may also elect to edit an existing tour. Atstage 435, the user selects the tour to edit. At stage 440, the user mayelect to edit the start date of the tour. At stage 445, the user mayelect to edit the number of tours to create. More or less tours may becreated or deleted, respectively. At stage 450, the user elects whetherhis current edits apply to just this cycle of the tour, all cycles, orselected cycles. At stage 445, the user may elect to edit the drivers orfleets populating the tours. At stage 460, the user may save his edits.

FIG. 5 is a flowchart of a tour optimization process 230 consistent withthe present invention. Several different methods may be used within touroptimization process 230, including: single tour optimization;multi-tour optimization; single segment best fit; multi-segment bestfit; shuttle; or scratch.

Single tour optimization examines all available loads in the system andplaces loads on a tour to optimize the tour. Optimization is performedon a tour by tour basis. For example, if there are ten tours the touroptimization process will optimize the first tour by placing loads onthe first tour to achieve an optimum first tour. This is performedregardless of the remainder of the tours. Once the loads have beenplaced on the first tour, they are removed from possibility ofconsideration by the remainder of the tours. Each remaining tour is thenindependently optimized in consecutive or user designated order. Insingle tour optimization, consideration is not paid to overall systemoptimization.

Multi-tour optimization examples loads in the system and places loads ona tour to optimize all tours. While optimization is performed on a tourby tour basis, consideration is paid to achieving efficiencies acrossall tours as a whole. Loads originally placed on a first tour, forexample, may be shifted to a second tour, if shifting the load to thesecond tour will optimize the entire set of tours.

Certain loads may fit best on a short-haul shuttle tour. Shuttle touroptimization places loads on a shuttle on a segment by segment basis tooptimize the shuttle. Placing the loads on shuttle tours may optimizeloads remaining after standard optimization of tours based on standardschematics. Or, loads may be designated as shuttle loads for beingplaced only on shuttles.

Scratch optimization creates tours from scratch based on available loadsor forecast loads. These tours, which are not created from schematics,are then loaded with loads. Scratch optimization is a method of creatingtours “on the fly” on routes that would benefit from a dedicated tourover use of a common carrier, but typically where the route is nottraveled on a regular basis.

Returning to FIG. 5, FIG. 5 is a flowchart of a tour optimizationprocess 230 consistent with the present invention. More particularly,FIG. 5 is a flowchart of single tour best-fit optimizer 500. Best-fitoptimizer 500 places loads on segments in order to optimize segments,regardless of optimization of any single tour or optimization of alltours. It is one of the fastest optimization methods described and isparticularly well-suited to continuous optimization runs. In general,best-fit optimizer 500 builds a list of segments of available tours andranks the list of available loads against each segment. The topavailable load for each segment is selected and placed on the segment.This continues until each segment has a load assigned to it, if one isavailable and meets business rules. In this way, tours are populated andloads tendered or assigned on a segment by segment basis.

At stage 505, a triggering event occurs that initiates best-fitoptimizer 500. Triggering events may be, for example: a new loadappearing on the system; a load having a change in priority status; aload is locked by a user or a load is tendered; a delivery date or aload date of a load is changed; a load is cancelled; a new tour iscreated; a tour is changed (for example, a new segment is added); or asegment is changed. In addition, best-fit optimizer 500 may be triggeredto run continuously for a period of time or only upon a triggeringevent.

At stage 510, loads in the system may be evaluated. Evaluation stage 510may evaluate each load against each segment to determine a measure offit. For example, loads may be evaluated against segments to determine asavings factor based on the saving of placing the load on a dedicatedtour versus a common carrier.

At stage 515, segment lists are updates. Each segment of each tour has aranked list of available loads. The more desirable loads may be placedat the top of the list. Loads may be ranked by best-fit according to thefollowing criteria: load priority; savings; deadhead miles; deliverydate; load creation date. Loads with higher assigned priorities takesprecedence over all other loads. Loads with the greatest savings are thenext ranking criteria. Loads with the lowest deadhead miles are the nextcriteria. Loads with the earliest delivery date are next, followed beloads of the earliest creation date within the system. For example, thefollowing may be a load list for a segment, for example Segment 1 ofTour 1: Delivery Creation Load ID Priority Savings DeadHead Date Date837 1 78 40 Feb. 2, 2003 Jan. 15, 2003 765 1 60 35 Feb. 2, 2003 Jan. 15,2003 543 1 50 60 Feb. 1, 2003 Jan. 12, 2003 354 0 100 5 Jan. 31, 2003Jan. 15, 2003 356 0 20 73 Jan. 31, 2003 Jan. 15, 2003 938 0 20 100 Jan.31, 2003 Jan. 15, 2003

The load lists are updated based on the results of evaluation process510.

At stage 520, the autoassign engine is run to assign the loads to thesegments.

FIG. 6 is a flowchart of the load evaluation process 510 consistent withthe present invention. At stage 605, the system checks to see whetherthe load evaluation process has been triggered because a new load hasbeen placed in the system. If a new load has been placed in the system,or a load change has occurred, at stage 620, the load evaluation processneeds to only be run for the new or changed load. If a trigger hasoccurred for another reason, for example, a new tour, a segment change,or a tour change (stage 610), then at stage 615 load evaluation processmay be performed for every load.

At stage 625, a test is made to determine whether the load can beevaluated. For example, a load that is already assigned and locked (forexample a traffic planner has locked the load or the load has alreadybeen placed on a vehicle) then the load does not need to be evaluated.Loads may also not be evaluated, for example, if the load is a shuttletype load. If the load can not be evaluated, the load evaluation processends if only a single load is being evaluated. If multiple loads arebeing evaluated the next load is selected and flow returns to stage 625.

If the load is able to be evaluated, at stage 635 the load is evaluatedagainst one or more segments for one or more key parameters.

FIG. 7 is a flowchart of a segment evaluation process 635 consistentwith the present invention. For a load to be available for a givensegment, the load must meet certain time and distance criteria. Stage710 checks time criteria. Time criteria may include the load's latestready delivery date and the load's latest load ready date. The load'slatest ready delivery date must be less than or equal to the segment'sestimated end date. The load's latest load ready date must be greaterthan or equal to the segment's estimated start date.

The load's distance criteria is evaluated at stage 720 and may include,for example: segment deadhead criteria; load deadhead criteria; and tourmileage criteria. The load should fit within the segment's deadheadcriteria. Each segment may have a maximum number of deadhead miles,which are miles between the lane's starting accent point and the load'sorigination location added to the miles between the lane's destinationaccent point and the load's destination location.

The load should also fit within the tour's maximum deadhead miles. Thismay be checked by estimated a tour's deadhead miles for all previoussegments and the current deadhead miles for this proposed segment,summing them, and evaluating if the sum is less than the tour's maximumdeadhead miles.

The load should also fit within the tour's range of minimum and maximummiles. This may be checked by estimated the tour's miles added to allthe previous segment miles added to the average miles in each remaininglane.

If the load meets the time and distance criteria, the cost savings iscalculated for the load on the particular segment being evaluated atstage 730. The cost savings is equal to the common carrier cost forcarrying the load minus the dedicated cost for carrying the load. Thecommon carrier cost for carrying the load is the total miles fromorigination location of the load to the destination location of the loadtimes the common carrier rate per mile. The dedicated cost for carryingthe load is the cost for all load mileage added to the deadhead mileagetimes the dedicated rate. Costs savings for each load against eachsegment may be performed in this manner. These cost saving are used instage 515 to update the segment list for each segment.

FIG. 8 is a flowchart of an autoassign process consistent with thepresent invention. For each segment of all tours (for example 700 toursof five segments each would yield 3500 segments for evaluation and listgeneration), at stages 810 through 840 best-fit autoassign is performed.The load that best fits a segment is the load at the top of the segmentlist. At stage 820, the first unassigned load from segment I list isassigned to segment I. At stage 830, this first unassigned load that hasbeen selected is marked as assigned. At stage 840, flow continues to thenext segment. In this way, each segment picks the best available loadfrom the segment load list.

Other features of the present invention include a break deadheadfeature. When loads in adjoining segments are locked, the Break Deadheadroutine may create a new available segment between the destinationlocation of the first load and the origination location of the secondload. This new segment may then be populated with a load on subsequentruns of the autoassign engine.

In addition, a robust web-driven interface may be provided as afront-end to the systems and methods of the present invention. Certainfeatures of the present invention will be discussed in reference tothese user interface screens.

FIG. 9 is a chart of a user interface for use with the tour optimizationand planning system consistent with the present invention. The user,following logging in, may be presented with an overview screen 905. Theuser may access schematics for viewing on schematic views screen 915 andedit and create schematics at schematic workbench screen 920. Accentpoints may be managed at accent point management screen 910, and lanesmay be managed at lane management screen 945. Tours may be viewed andmaintained at tour view and maintenance screen 925 and tours edited andworked upon at tour workbench 930. Alerts may be displayed on alertsscreen 940 and a dashboard screen 935 may display useful information.

FIG. 10 is a user interface screen of an overview page 905 consistentwith the present invention. Overview page 905 may display a summary ofall of the tours for which a particular user is responsible. It may alsodisplay a graph of populated tour segments and open tour segments. Inaddition, a carrier summary may be displayed, listing long haul carriersand local carriers. Alerts may also be displayed on this page.

FIG. 11 is a user interface screen of an accent point management screen910 consistent with the present invention. The accent point managementscreen may list all accent points, or accent points by filter criteria.An accent point record may include the following fields: status, name,creator user id, city, state, zip code, radius of the accent point,effective start date of the accent point, effective end date of theaccent point, historical inflow of loads to the accent point, historicaloutflow of data to the accent point, and total flow in and out of theaccent point. Accent points may also be created using the left hand sideof the screen and a series of pull down menus. When creating an accentpoint, a user may elect to calculate in flow and out flow based onhistorical data prior to saving the accent point. For example, a usermay elect to change the radius of an accent point to see how this effectthe flow numbers. Once an accent point is created, it may need to bepublished in order for it to be available to users of the system. Accentpoints may also be edited on this screen.

FIG. 12 is a user interface screen of a schematic view screen 915consistent with the present invention. Schematic view screen 915 maycomprise a number of features to allow convenient viewing of schematics.A schematic list 1205 may list one or more available schematics based ona set of filter criteria 1240. A schematic record may comprise one ormore of the following fields 1245: two or more accent points, includinga starting accent point and an ending accent point; an owner; a creatinguser id; a carrier id; a fleet id; a schematic id; a group name to whichthe schematic belongs; a schematic type; a maximum tour length in miles;a minimum tour length in miles; a minimum lane miles; a maximum deadheadallowed; an effective start date, and an effective end date. The filtermay filter by any of the fields alone or in combination.

The fields displayed in schematic field box 1245 may be customized incustomization box 1250. Schematic list 1205 may show a schematic,including its starting accent point 1210 and ending accent point 1230,any intervening accent points 1220, and any breaks 1215, 1225. Selectinga schematic, for example by clicking on the schematic, may bring upschematic workbench 920.

FIG. 13 is a user interface screen of a schematic workbench screen 920consistent with the present invention. Users may create or editschematics from this screen. Schematic work window 1305 illustrates theschematic being assembled. Accent points and break points may be “dragand dropped” to appropriate locations. A properties window 1310 permitsediting of properties with appropriate fields having pull-down menuoptions. Accent point window 1320 provides an optionally filtered viewof available accent points for selecting or dragging.

FIG. 14 is a user interface screen of the tour view and maintenancescreen 925 consistent with the present invention. Tours may be viewedand loads inserted, removed, swapped, locked, or tendered.

FIG. 15 is a user interface screen of the tour view and maintenance page925 illustrating filter features consistent with the present invention.Like many other screens, tours may be filtered by one or more fieldswithin the tour. Fields include, for example: owner, carrier, fleet,tour id, user id, driver id, savings, populated segments, open segments,or role.

FIG. 16 is a user interface screen of the tour view and maintenance page925 illustrating customization features consistent with the presentinvention.

FIG. 17 is a user interface screen of a tour workbench screen 930illustrating customization features consistent with the presentinvention. Schematics may be displayed in schematic grid 1705, eitherall or filtered. Schematics may be selected by the user from schematicgrid 1705 and spawned into one or more tours or cycles of tours inspawned tour grid 1710. Pull down menus may be used to enter tourfields. Tour fields may include, for example: start date, tour id, userid, origin, one or more accent points, a destination, a driver, and afleet.

FIG. 18 is a user interface screen of a dashboard page 935 consistentwith the present invention. The dashboard may be customized to provide aquick-glance overview of the status of tours for which a user isresponsible. The dashboard is fully customizable.

FIG. 19 is a user interface screen of an alerts page 940 consistent withthe present invention. The alerts page may display a series of alertsbased on user defined alert criteria. A user may address an alert toinsert an action taken or current status in association with an alert.

FIG. 20 is a block diagram of a tour optimization and planning system2000 consistent with the present invention. As illustrated in FIG. 20, asystem environment of an a tour optimization and planning system 2000may include a display 2010, a central processing unit 2020, aninput/output interface 2030, a network interface 2040 and memory 2050coupled together by a bus. Tour optimization and planning system 2000 isadapted to include the functionality and computing capabilities toperform one or more of the following functions: tour analysis, schematicoptimization, and tour building. The input, output, and monitoring ofthe system may be provided on display 2010 for viewing.

As shown in FIG. 20, tour optimization and planning system 2000 maycomprise a PC or mainframe computer for performing various functions andoperations consistent with the invention. Tour optimization and planningsystem 2000 may be implemented, for example, by a general purposecomputer selectively activated or reconfigured by a computer programstored in the computer, or may be a specially constructed computingplatform for carrying-out the features and operations of the presentinvention. Tour optimization and planning system 2000 may also beimplemented or provided with a wide variety of components or subsystemsincluding, for example, one or more of the following: one or morecentral processing units 2020, a co-processor, memory 2050, registers,and other data processing devices and subsystems. Tour optimization andplanning system 2000 may also communicate or transfer tours, schematics,loads or other data via I/O interface 2030 and/or network interface 2040through the use of direct connections or communication links to otherelements of the present invention or outside systems. For example, afirewall in network interface 2040 prevents access to the platform byunpermitted outside sources.

Alternatively, communication within tour optimization and planningsystem 2000 can be achieved through the use of a network architecture(not shown). In the alternative embodiment (not shown), the networkarchitecture may comprise, alone or in any suitable combination, atelephone-based network (such as a PBX or POTS), a local area network(LAN), a wide area network (WAN), a dedicated intranet, and/or theInternet. Further, it may comprise any suitable combination of wiredand/or wireless components and systems. By using dedicated communicationlinks or shared network architecture, tour optimization and planningsystem 2000 may be located in the same location or at a geographicallydistant location from users or outside systems.

I/O interface 2030 of the system environment shown in FIG. 20 may beimplemented with a wide variety of devices to receive and/or provide thedata to and from tour optimization and planning system 2000. I/Ointerface 2030 may include an input device, a storage device, and/or anetwork. The input device may include a keyboard, a mouse, a disk drive,video camera, magnetic card reader, or any other suitable input devicefor providing data to tour optimization and planning system 2000.

Network interface 2040 may be connected to a network, such as a WideArea Network, a Local Area Network, or the Internet for providingread/write access to records.

Memory device 2050 may be implemented with various forms of memory orstorage devices, such as read-only memory (ROM) devices and randomaccess memory (RAM) devices. Memory device 2050 may also include amemory tape or disk drive for reading and providing records on a storagetape or disk as input to tour optimization and planning system 2000.Memory device 2050 may comprise computer instructions forming:

-   -   an operating system 2052 and one or more modules 2054, 2056,        2058, and 2060. Tour Analysis Module 2054 may perform analysis        of past or current tours or loads to develop tours. Schematic        Optimization Module 2054 may identify potential lanes based on        optimized tours using load history data and generate a        potential, optimized schematic of lanes. Tour Builder module        2058 may take a schematic, create a tour as an instance of the        schematic, and populate the tour with one or more loads.        Interface Module 2060 may interface to external systems to        receive or transmit tours, loads, or schematics.

Those skilled in the art will appreciate that all or part of systems andmethods consistent with the present invention may be stored on or readfrom other computer-readable media, such as: secondary storage devices,like hard disks, floppy disks, and CD-ROM; a carrier wave received fromthe Internet; or other forms of computer-readable memory, such asread-only memory (ROM) or random-access memory (RAM).

Furthermore, one skilled in the art will also realize that the processesillustrated in this description may be implemented in a variety of waysand include multiple other modules, programs, applications, scripts,processes, threads, or code sections that all functionally interrelatewith each other to accomplish the individual tasks described above foreach module, script, and daemon. For example, it is contemplated thatthese programs modules may be implemented using commercially availablesoftware tools, using custom object-oriented code written in the Javaand .Net programming language, using applets written in the Javaprogramming language, or may be implemented as with discrete electricalcomponents or as one or more hardwired application specific integratedcircuits (ASIC) custom designed just for this purpose.

It will be readily apparent to those skilled in this art that variouschanges and modifications of an obvious nature may be made, and all suchchanges and modifications are considered to fall within the scope of theappended claims. Other embodiments of the invention will be apparent tothose skilled in the art from consideration of the specification andpractice of the invention disclosed herein. It is intended that thespecification and examples be considered as exemplary only, with a truescope and spirit of the invention being indicated by the followingclaims and their equivalents.

1. A method for tour planning, comprising: creating a first schematic,wherein the first schematic comprises at least a first lane between afirst accent point and a second accent point; creating a tour as aninstance of the first schematic, wherein the tour comprises at least afirst segment corresponding to the first lane of the first schematic;and assigning a load to the first segment of the tour.
 2. The method ofclaim 1, wherein assigning the load to the first segment of the tourfurther comprises assigning a load to the first segment of the tour toproduce a costs savings over assigning the load to a common carrier. 3.The method of claim 1, further comprising performing tour optimizationon the tour.
 4. The method of claim 1, wherein creating the firstschematic further comprises creating the first schematic based on a loadhistory.
 5. The method of claim 1, wherein creating the first schematicfurther comprises creating the first schematic based on a forecast ofloads.
 6. The method of claim 1, wherein creating the tour furthercomprises creating the tour based on a plurality of loads in a loadlist.
 7. A system for tour planning, comprising: a memory; and amicroprocessor coupled to the memory and programmed to: create a firstschematic, wherein the first schematic comprises at least a first lanebetween a first accent point and a second accent point; create a tour asan instance of the first schematic, wherein the tour comprises at leasta first segment corresponding to the first lane of the first schematic;and assign a load to the first segment of the tour.
 8. The system ofclaim 7, wherein the microprocessor is further programmed to assign aload to the first segment of the tour to produce a costs savings overassigning the load to a common carrier.
 9. The system of claim 7,wherein the microprocessor is further programmed to perform touroptimization on the tour.
 10. The system of claim 7, wherein themicroprocessor is further programmed to create the first schematic basedon a load history.
 11. The system of claim 7, wherein the microprocessoris further programmed to create the first schematic based on a forecastof loads.
 12. The system of claim 7, wherein the microprocessor isfurther programmed to create the tour based on a plurality of loads in aload list.
 13. An article of manufacture containing instructions fortour planning, the instructions being capable of causing a processor to:create a first schematic, wherein the first schematic comprises at leasta first lane between a first accent point and a second accent point;create a tour as an instance of the first schematic, wherein the tourcomprises at least a first segment corresponding to the first lane ofthe first schematic; and assign a load to the first segment of the tour.14. The article of manufacture of claim 13, wherein the instructions arefurther capable of causing a processor to assign a load to the firstsegment of the tour to produce a costs savings over assigning the loadto a common carrier.
 15. The article of manufacture of claim 13, whereinthe instructions are further capable of causing a processor to performtour optimization on the tour.
 16. The article of manufacture of claim13, wherein the instructions are further capable of causing a processorto create the first schematic based on a load history.
 17. The articleof manufacture of claim 13, wherein the instructions are further capableof causing a processor to create the first schematic based on a forecastof loads.
 18. The article of manufacture of claim 13, wherein theinstructions are further capable of causing a processor to create thetour based on a plurality of loads in a load list.